Torque converting mechanism



April -5, 1941. H. J. MURRAY v 2,238,125

TORQUE CONVERTING MECHANISM Filed Sept. 21, 1939 Patented Apr. 15, 1941 UNITED STATES PATENT OFFICE 2,238,125 TORQUE CONVERTING MECHANISM Howard J. Murray, New York, NY. Application September 21, 1939, Serial No. 295,864

ici. 74-159) 13 Claims.

This invention relates in general to a torque converting drive control device for causing related power members to maintain a positive drive relation during normal torque driving intervals and to maintain or to tend to maintain said pcsitive relation during other torque drive relations.

More specifically the present invention relates to a torque converting power transmission of the automatic variable speed type in which the driving relations of the driving and driven members are afiected and efiected through the action of a non-friction drive control couple.

The present invention in its application to its use herein featured specifically relates to that type of power transmission mechanism in which the actuation of an approximately frictionless torque converting control couple acts to cause the driving and driven members to become automatically associated in proper torque drive relation according to the speed of one of the said members and the drive resistance of the other member.

The present application constitutes one of a number of my pending applications and issued patents: and is presented as a further develop L ment of the inventions. disclosed in my U. S. Patent No. 2,150,983 filed May 23, 1935; U. S. application Serial No. 66,876 filed March 3, 1936; U. S. application Serial No. 75,768 filed April 22, 1936; 1936;

U. S. Patent No. 2,143,710 filed May 1, 1937;

U. S. Patent No. 2,143,711 filed June 16, 1937; U. S. application Serial No. 266,248 filed April 6, 1939, and U. S. application Serial No. 277,397 filed June 6, 1939.

In my U. S. Patent No. 2,150,983 the specific form of control couple selected for illustration is of the dynamo-electric type and includes a plurality of operatively associated seriallyv arranged gear sets so related that a relatively weak 4 dynamo-electric control force is employed so as to cause arelatively powerful drive control force 1 to be derived from oneof the power members.

U. S. Patent No. 2,143,709 filed May 15,

is disclosed a hydro-mechanical drive control and associated serially arranged gear sets so that the derived control force is created as a cause of the frequency of movement of fluid related elements of the control couple. In my U. S. Patent 2,143,710 there is disclosed hydro-mechanical elements of a control couple cam controlled so as to vary the release and flow control of normally restrained fluid according to the load resistance of one of the members. In my U. S. Patent No. 2,143,711 there is disclosed a drive control couple constituting a positive drive couple during periods of normal torque driving relation and acting as slip-drive fluid control means during periods of greater than normal torque driving relations between the power members. In my U. S. application Serial No. 266,248 there is disclosed a fluid drive control couple means by which positive drive between the power members is obtained automatically during normal torque drive relations, and slip-drive action during abnormal drive relation. In U. S. application Serial No. 277,597 there is shown a frictional drive control couple including elements arranged to automatically act to accumulatively derive control power from one of the members according to the drive resistance of the other member.

The present disclosure features an approximately non-frictional mechanical drive control organization cam actuated by power derived from the power members in an accumulative manner during greater ,than normal torque drive relations, and automatically acting as a positive drive control means during normal torque drive relations.

Accordingly, the primary object of the present invention is to provide a non-frictional mechanical torque converting control, which will be started in its control action by a relatively weak control force, and this force will not be sutficient under normal torque driving conditions to overcome a normally restraining detent. Under these normal driving conditions the driving and the driven member will remain in normal positive drive relation. With increase of over normal torque driving beyond the normal, the control forces including both the restraint and the overcoming force will be increased relative to the said torque and sufiicient overcoming force will be derived from one of the members to overcome the restraint to cause intensified slip-drive relations between the members. The restraint is nonfrictional and is essentially a torque restraint and not a frictional resistanceas isgobtained by the means employed in my U. S. application Serial No, 277,597. Thus the torque conversion action between the driving and driven members is effected with a high degree of efficiency because of the minimum loss by friction.

In addition, the present invention herein disclosed features the utilization of power available due to the relative rotary movement of the power members, and this power isamplified to magnify the control effect of a relatively small remotely applied manual force.

Differently stated, another object of the present invention is to provide a simple form of high efficiency torque converter control means by means of which a relatively weak manual or mechanical (or a combination of both) force is automatically amplified to cause ,a relatively powerful force to be derived from one of the power members, and which powerful force is derived with sufiicient magnitude to efiect and affect speed-torque drive relations between the driving and driven members.

Various other objects and advantages of the invention will be in part obvious from an inspection of the accompanying drawing and in part will be more fully set forth in the following particular description of forms of mechanisms embodying my invention, and the invention also consists in certain new and novel features of construction and combination of parts hereinafter set forth and claimed.

In the accompanying drawing:

Figure 1 is a side view partly in sectional elevation taken axially of the power shafts.

Figure 2 is a transverse sectional view in elevation taken on the line 2-2 of Figure 1 looking in the direction indicated by the arrows.

Figure 3 is a transverse sectional View in elevation taken on the line 3--3 of Figure 1 looking in the direction indicated by the arrows.

Figure 4 is a partial sectional view in elevation showing the means of Figures 1 and 3 in an operated position.

Figures 5 is an end view of the means of Figure 1 looking along the axis of the power members from the right hand end of the power shafts.

Figure 6 is a partial sectional view in elevation of a modification of the camming means of Figures 1 and 3.

Figure 7 is a partial sectional view in elevation of a modification of the means of connecting the end member of Fig. 1

Figure 8 is a partial sectional view in elevation of a modification of the means of Figure 1 arranged for remote manual control.

Figure 9 is a partial sectional top plan view of the manual control slot of the modification .shown by Figure 8.

Figure 10 is a partial sectional view in elevation of a modification of the means of Figure 3 showing flexible camming means for equalizing surges in the control forces created in the means of Figures 1, 7 and 9.

In the following description and in the claims, parts will be identified by specific names for convenience of expression, but they are intended to be as generic in the application of similar parts as the art will permit.

There is shown by Figure 1 of the drawing an automatic torque converting drive control means and associated power transmission elements constituting collectively an automatic variable speed transmission and including a pair of power shafts 6 and I disposed in axial alignment with their adjacent ends interfitted.

The shaft 1 is preferably made of a good quality of steel and is shaped with a reduced bearing portion la so as to provide proper bearing surfaces between the shafts.

The power shafts 6 and l are mounted in suitable conventional bearings (not shown). The shaft 6 is also preferably made of steel. The shafts 6 and 7 and the members 29 and 35 together form portions of a differential drive mechanism as hereinafter described. While either of the shafts 6 and I and any of the members of the differential drive mechanism may be considered as the driving member, it will be understood (for the purpose of this description) that the shaft 6 is regarded as the normal driving member and that it is operatively connected to be driven from a source of power (not shown). Accordingly, the shaft 1 is regarded as the normal driven member and is operatively connected to whatever mechanism (not shown) it is intended to drive.

The shaft 7 is formed with teeth 33 at the enlarged portion to operatively receive the teeth 3| of a plurality of planet gears 35 (see Fig. 2) forming together with the annular gear teeth l3 of the annular gear 29 and the shaft teeth 38 a differential drive set in differential driving relation with the normal driving shaft 6 and the driven shaft 1.

The planet gears 35 are supported and positioned by the extended bearing portions 32 preferably forming an internal portion of the flanged extension portion 30 of the normal driving shaft 6.

The annular gear member 29 with its axially extending bearing portion 26 (see Figure 3) is freely mounted for rotation on the driven shaft '1. With this arrangement it is evident that each planet gear 35 is constantly in mesh with portions of the sun teeth 38 and the internal teeth l3 of the annular gear 29. It is obvious that power may be transmitted by and between the power members 6 and 1 by a plurality of power transmission paths including the planet gears 35.

The annular gear member 29 is formed with an axially extending portion bearing portion 26 (see Figure 3) and a plurality of bearing extensions 27. The couple members 25 are freely mounted on the extensions 21 for rotation about the portions 21 and revolution about the axis of the shafts 6 and 1. The couple members 25 may be made of metal or other material such as Bakelite or wood, and mounted on conventional ball or pin bearings (not shown).

The annular gear member 29 is formed with an axially extending portion bearing portion 26 (see Figure 3). These bearing portions are preferably symmetrically positioned about the axis of the normally driven member 1.

A disc shaped control member 24 is freely mounted on the shaft 1 and provided with a plurality of axially extending supporting pins [6 arranged to position and freely support a plurality of resilient couple members l5 intermittently in operative relation with the rotating members 25. The members 15 and 25 are positioned in each others path. The couple members l5 as shown in Figure 3 are made of one or more turns of thin flat steel spring wrapped about the pins l6 with one end 5'! inside and the other end 59 on the outside and coiled about the pin 58. The members l5 may also be made of woven material. The member 24 also positions and supports a plurality of loosely mounted shafts 23 (see Figure 3). The shafts 23 in turn support and actuate a plurality of cammed members 22 so as to same to be moved into operative relation with the resilient members I5, as hereinafter described.

A plurality of gears I! (see Figure are mounted on the opposite ends of the shafts 23 so as to be constantly in mesh with the sun teeth l9 formed on the end member l2 and having an axially extending projection 2| keyed to the shaft 1 by means of the key 20.

By Figure 6 there is shown a modification of the resilient couple means l5 of Figure 3. A rigid couple bar lS-a is mounted for rotation about one of the pins I6--a and is normally held against another pin l6--b by means of the seating spring 4| attached to the support 49. The i couple bar 1 5-a is positioned by the spring 4| so as to be normally out of contact with the cam member 22 until the cammed member 22 is rotated by the shaft 23. The bar l5-a normally rests against the pin [ti-17.

Figure '7 indicates the means for holding the end member 12 stationary to a fixed member 36 by means of the pin 33. In Figure 1 the end member i2 rotates with the shaft 1 due to the key 25. In Figure '7, the modified end member l2-a is formed with the hole 31 in the portion 2la for receiving the holding pin 33 firmly held in position in the stationary member 36 by means of the set screw 34. The member l2-a is loosely mounted on the shaft 1 in Fig. '7.

In Figure 8 there is shown another modification of the means of controlling the camming action of the end member 12 of Figure l. The modified end member l2-b of Figure 8 is formed with a spiral shift finger slot (see Figure 9) in the axially extending portion 2lb. The portion 24b of the modified member 24la of Figure 8 forms a bearing for the limited relative rotary motion of the modified member |2b. The member 2 a is formed with an axially extending slot 42 to receive and axially guide the shift finger i0 forming a portion of the shift collar 38 formed to receive the shift fork 39 connected to a shift rod and rod (not shown).

It is contemplated that the member 24--a of Figure 8 may be held stationary or permitted to rotate with the normally driven shaft 7 according to the conditions under which the device W111 be installed and operated in the manner of and for the purpose intended. If it is desired to hold the member 24-b stationary, the key 45 will be removed and the pin moved into position in the hole 54. The pin will be held in turn by the stationary member 53. If it is desired to cause the member 24--a of Figure 8 to rotate with the shaft 1, the pin 55 will be removed and the key i5 inserted as shown.

In operation, let it be assumed that the normal driving shaft 5 of Figure 1 is given rotation from the source of power (not shown), and that this rotation is clockwise as viewed from the left hand end of the shaft 6. Let it also be assumed for the purpose of this description that the speed of the shaft 6 is normally constant, and that the means of Figure 1 are normally submerged in a lubricant (not shown). I

If the drive resistance of the normally driven shaft 'i is approximately at or below normal torque drive value for the member 1, the differential force reaction of the planet gears 35 acting through the planet teeth 3! against the annular teeth 13 of the annular member 29 W111 also be T h g term normal as used in this description is considered as approximately the torque on the driven member of a vehicle or mechanism when operating under the conditions of conventional direct drive between the source of power and the driven member. As in the conventional manner the torque may fall below the normal torque as direct drive relations are maintained, but any increase above this normal ftorque will produce slip-drive relations between the driving and driven members as hereinafter described.

In this event the normal torque reaction against the member 29 will be transmitted to the bearing extensions 21 and thereby to the loosely mounted roller couple members 25. It is anticipated that the device will be installed and operated under conditions wherein it will be desirable to mount the roller members 25 on conventional roller or pin bearings (not shown), and these bearings in turn will be mounted on the extensions 21, In any event, the differential reaction between the differential teeth 3|, 3B and I 3 of Figure 1 will be transmitted to the roller couple members 25. It should be remembered that these members 25 are loosely mounted and submerged in a lubricant. The resilient couple members l5 of Figure 3 are positioned so as to be in portions of the path of the roller couple members 25, to be sequentially and progressively moved out of the way of the rollers 25 during the passage of same.

The detent resistance of the resilient couple members I5 against radial movement by the passage of the roller couple members 25 is assumed for the purpose of this description to be of such magnitude that the said couple rollers cannot pass the resilient members l5 during normal torque drive reactions of the differential members of Figure 1. There will at times be a slight initial slip-drive relative movement between the members I5 and 25 until the couple elements 15 and 25 are in normal torque operating contact.

Under these conditions of normal torque drive resistance on the normally driven member I, the member 6 is tending to rotate the annular gear 29 clockwise about the axis of the normally driven member I. The fixed contact engagement of the couple members l5 and 25 will not permit the relative rotation of any of the members of Figure 1. The driving torque of the normally driving member 6 will be sumcient under these normal driving torque conditions to overcome the normal drive resistance of the member I, and thus all the rotatable members of Figure 1 will rotate at a common speed about the axis of the member 1. The transmission mechanism will be in a positive drive condition, and with the arrangement of gears shown in Figure 1 a direct drive will be effected.

Now let it be assumed that the driving resistance of the member 1 is increased beyond the said normal driving resistance. In this event, the differential gear reaction transmitted to the couple rollers 25 by means of the teeth 38, 3| and I3 will be increased to a magnitude beyond the ability of the resilient couple members IE to hold the associated couple members 25 from passing, and thus there will be no holding and. a relative slip-drive between the members l5 and 25 will occur. Because of the roller action of the members 25 no rubbing or dragging action will take place between the, members I5 and 25 especially if they are covered with a suitable lubricant. However the members l5 and 25 cannot pass each other without transmitting power by and between each other. However, even with increase of differential reaction with greater than normal torque, the total power transmitted would not normally be greater than with positive drive relation between the members I and 25 for normal torque drive conditions. Thus, while a speed reduction relation would be established between the members I5 and 25 and therethrough between the members 6 and 'I, there would be no corresponding torque increase, There would be no torque conversion.

Now let it be assumed that the slip-drive relations are appreciably increased between the members I5 and 25 because of increase of load resistance on the driven member I. The resilient members I5 are positioned and supported by the pins I6 in turn positioned and supported on the loosely mounted disc shaped control member 24, and the increased reaction from the differential gears 38, 3| and I3 will be transmitted to the member 24 through the members I5 due to its reaction from the non-frictional retarded movement of the couple rollers 25. Thus the roller couple members 25 acting through the resilient retarding members I5 will tend to rotate the member 24 relative to the keyed end member I2 about the axis of the shaft 1.

But the toothed members I1 (see Figure 3) are securely attached for rotation with the shafts 23 supported and mounted on the member 24. Any relative movement between the member 24 and the keyed end member I2 will result in a drive relation between the teeth It of the gears I! and the teeth IQ of the end member I2 to caus a rotation of the shafts 23 and thereby a rotation of the cammed members 22 (see Figure 3). As the cammed members 22 are rotated (in either direction) about the axis of the shafts 23 from their normal inoperative position as shown in Fig. 3 they are brought into contact with the resilient members I5 (see Figure 4) to act to increase the tension of same to thereby increase the retarding action of the members I5 against any radial movement caused by the passage of the associated roller couple members 25. This increase of retardation against relative movement of the members 25 will in turn increase the reaction against the pins I6 and thus against the member 24 to cause it to tend to move rotatively further relative to the end member I2. And this further relative movement of the member 24 will cause the driving action between the teeth I8 and I9 to increase in magnitude to further increase the rotation of the cammed elements 22 to further increase the retarding action of the resilient members l5 to the passage of the roller members 25, Thus, the control action between the members I5, 25, 24 and I2 is accumulative and is progressively built up from power derived from the driving member 6 according to the drive resistance of the normally driven mefber I. It should be noted at this time that there are many ways of associating the cammed members 22, geared members I1 and the couple members I5. The cammed members 22 may exert a pressure on the members I5 at all times, or the cammed members may be free of the members I5 during normal positive drive relations. When the members 22 are free of the members I5 and the power members 6 and I are rotating at a common speed (positive drive), it is obvious that a small tooth reaction of the differential gears of Figure 1 would be likely to cause the couple roller members 25 to move the freely mounted member 24 relative to the end member I2 and thus rotate the gears I! and thereby the camming members about the axis of the shaft 23 and into operative relation with the resilient couple members I5. While this camming action of the members 22 would not affect the normal torque positive drive relations between the members 6 and I, such action would be likely to cause the positive drive relation to be maintained over a wider torque driving band. Therefore, I have provided cam seating springs 46 and 41 (see Figure 5) loosely connected to the gears I1 and supported and held by the member 24 by means of the pins 45 and 48. These neutralizing springs 46 and 41 are provided as of such strength as to normally hold the gears I1 in the position shown in Figure 5 so as to prevent relative movement between the members 24 and I2 during normal torque drive relations between the members 6 and I.

While the springs 46 and 41 are shown symmetrically arranged in Figure 5, it is obvious that one spring could be of greater strength than the other, and also that the springs may be set so as to normally allow the cams 22 to be in light contact with the couple members I5. In this event the clockwise action of the couple would not be the same as the counter-clockwise action. In other words, the relation of the members l5 and 22 as shown by Figure 4 may be considered as the normal torque position of the members 22 as determined by the springs 46 and 41 of Figure 5.

During greater than normal torque drive relations between the members 6 and 1 the springs will be overcome by the increased reactions between the members of Figure 1 and permit the gears I'I torotate to cause relative movement between the members 24 and I2. While the springs 46 and 41 are shown attached to be in operative relation to only one of the gears II, it would be within the scope of the disclosure to provide springs 46 and 41 for all of the gears I1, and of such form as to cause same to co-operate to affect the regenerative action of the members 25, I5, 24 and I2 as to work with or against same. The slip-drive resistance of the couple members I5 and 25 automatically becomes a function of the drive resistance of the driven member 1 and the speed of the driving member 6. In addition, the slip-resistance of the members I5 and 25 can be caused to increase with the drive resistance of the driven member I to force the member 6 to drive the driven member 1 at a slower speed and with a larger torque so as to overcome the increased load resistance.

In Figure 4 there is shown the cammed member 22 rotated about the shaft 23 by the relative rotation of the members 24 and I2 so as to depress the resilient member 22 to increase its tension and thus its slip-drive resistance to the passage of the roller member 25.

Rigid couple members I5a as shown by Figure 6 may replace the resilient members I5 of Figure 3. The couple bar member I5--a is shown mounted for rotation about the pin I6a and normally rests against the pin I6b due to the pressure of the seating spring 4| connected to the support 49. The seating spring 4I acts to cause the bar I5-a to resist the passage of the roller 25, and for normal torque driving relations between the members 6 and I will not permit the couple roller 25 to move the bar I5-a radially outward sufficiently to pass the roller. In this event, positive drive relations will exist between the members 6 and I. With increase of torque drive relations between the members 6 and I the cammed members 22 will be rotated about the axis of the shafts 23 into pressure contact with the couple bar la to increase its roller holding resistance against the relative movement of the couple rollers I5. The gears l1 and springs 46 and 41 of the means shown by Figure 5 may be used either the members l5 of Figure 3 or the members l5-a of Figure 6.

It will be obvious that the torque converting action of the means of Figures 1 to 6 included may be varied by changing the size, number and form of the rollers 25 and the resilient members I 5. This action will be further varied by changing the size, number and form of the camming members 22 and the geared members I"! and I2, as well as the form and strength of the springs 46, 41 and 4|. In any event these members may be associated so that the slip drive resistance of the couple members l5 and 25 may be increased and also overcome as a function of the speed of the member 6 and the drive resistance of the member I.

The drive control action of the couples |525 and |5-a-25 increases automatically with increase of load resistance of the driven member 7. With any load resistance of the member 1, the speed of the said member 1 relative to the member 6 will be determined by the control capacity of the couples. The device is efiicient because there is little frictional resistance loss in the conversion. The rollers 25 are freely mounted on roller bearings (not shown) (or other conventional forms of bearings). The rollers 25 roll along the contacting surfaces of the associated members l5 (or I 5a) and any retardation to the slip-drive movement of the rollers 25 is added to the driving torque of the member 1 through the associated members I5, 24 and [2. The resistance of the members I5 to the relative movement of the couple rollers 25 is essentially a torque retardance and not a frictional resistance. With proper arrangement the conventional frictional losses may be made a minimum, because all the members of Figure 1 may be placed in a suitable lubricant as hereinbefore described. The regenerative torque converting action automatically continues until a speed-torque balance between the driving and driven members is effected.

The means shown by Figure 1 inclusive are arranged for bi-directional operation and thus the members 6 and 1 may be operated clockwise or counter-clockwise. The counter-clockwise rotation of the member 6 would cause the same counter-clockwise torque converted relations as hereinbefore described for clockwise rotation of the members 6 and 1.

As described in many of my copending applications and applications listed herein, the member 6 will normally tend to rotate the member 29 at a faster clockwise speed than its own speed as long as the normally driven member 7 remains at rest. When the members 6 and 1 are rotating at a common speed, the member 29 will rotate at this common speed; but when the member 29 is rotating at a slower speed clockwise than the member 6, the member I will rotate clockwise at a faster speed than the member 6 in order to maintain the necessary meshed differential drive relations of the difierential gears of Figure 1. Thus, if the couple members 25 attached to the annular gear member 29 are rotated clockwise about the axis of the member 1 faster than the member 6, it is obvious that the normally driven member I must be rotating slower clockwise than the member 6. There is therefore a speed reductionaction between the members 6 and 1. When the resistance of the resilient couple members I5 to the passage of the roller couple members 25 is increased by the camming action as just described, this resistance is transmitted to the member 29 and thereby to the annular teeth l2 and therethrough to the planet gears 35 and the teeth 3|. The driving member 6 will have to move the teeth 3| of the gears 35 against this increased resistance of the annular teeth l3 to cause the planet gears 35 to move the teeth 38 and thus the driven member 1 to actuate the member I to overcome its increased load resistance.

When the member l becomes the driving member in its clockwise rotation, the member 29 will be rotated counter-clockwise as the normally driven member 6 remains at rest in order to maintain the differential drive relations of the differential members of Figure l as hereinbefore described. In this event, the roller couple members 25 attached to the member 29 will also rotate counter-clockwise about the axis of the member l as the couple members [5 are rotated clockwise with the member 2 2 and the end member I2.

With normal torque drive relations between the now driving member 1 and the now driven member 6, the couple members l5 and 25 will remain in positive drive relation and the members shown in Figure 1 will all rotate at a common speed about the axis of the member 7. Any increase of load resistance on the part of the member 6 (with the member I assumed to be rotating at constant speed for the purpose of this description) will tend to, and eventually will move the member 29 relatively counter-clockwise to the member 1. Thus the roller couple members 25 Will rotate counter-clockwise relative to the clockwise moving couple members l5, and the reaction against the associated couple members l5 will cause the loosely mounted member 24 to be moved relatively counter-clockwise to the end member l2 altho the member 24 will actually be rotating clockwise, or the clockwise rotation of the member 24 will be decreased. This shifting action between the members l2 and 24 will overcome the cam seating springs 68 and 51 (see Figure 5) and move the cammed members 22 into operative relation (or a more intense operative relation) with the members It to increase the resistance of the said members against relative movement by the couple rollers 25. This increase of resisting action on the part of the couple members I5 is a function of'the load resistance of the now driven member 6. The reaction of the teeth 38 against the teeth 3| of the planet gears 35 to rotate the teeth l3 and thereby the annular member 25E counter-clockwise is increased because of the increase in load resistance of the member 6. But this tooth reaction increase cannot exist without causing the now driving member 1' acting through the camming means of Figure 1 and the couple members to overcome same. In other words, an increase in the holding ability of the members is against the passage of the rollers 25 forces the now driving member I to rotate the planet gears 35 against the increased resistance of the annular teeth It to increase the driving member 1 mechanical advantage over the member 6 to drive the member 6 at a decreased speed with increased torque to overcome its load resistance.

All of the operations heretofore described are based on the rigid connection of the end member l2 with the shaft 1 by means of the key 20. By the means of Figure 7 there is shown a method of connecting the end member l2 to a fixed member 36 and thus cause the member I to be free of the member l2. The modified member l2-a is formed with a hole 31 so as to operatively receive the connecting pin 33 held in place in the fixed member 36 by means of the set screw 34. In this event the key 29 will not be used. Under these conditions, and when the member 6 is again considered as the normal driving member, all the means of Figure 1 will be employed except the modified member l2-a. will be substituted for the member l2 with its associated stationary member 36. Under less than normal torque driving relations between the members 6 and l, the member 29 will be held stationary because the roller couple members 25 will not be moved past the couple members l5. In order to maintain the differential relation hereinbefore described, it is obvious that the member 1 must rotate faster than the member 6 as long as the member 29 is stationary. Thus, for less than normal torque relations, there will be automatically efiected an over-speed drive relation between the members 6 and 1 as the member i2 is held stationary by the member 36. The springs 46 and 41 may be so adjusted as to be overcome by normal torque drive between the members. When the springs are so set, then the rollers 25 will be moved clockwise relative to the stationary couple member l and when this clockwise rotation of the member 29 has reached the speed of the member 6, all the members 6, 29 and 1 will be rotating at the same speed about the axis of the member and the mechanism will have the status of the conventional direct drive transmission. As the clockwise speed of the member 29 becomes greater than the clockwise speed of the member 6, the speed of the member 'I will be less than the speed of the member 6. In this event, there will be speed reduction between the members 6 and I, the member 1 will rotate with less speed and with increased torque. When the member [2 is held stationary, with the member 6 driving, the means as just described automatically effects and affects universal speed drive relations between the members 6 and 1 according to the drive resistance of one member and the speed of the other.

The actual operation of the modified means of Figure '7 when combined with the means of Figure 1 may be described as follows. As the load resistance of the member 1 increases from the less than normal torque drive relation, the reaction transmitted to the roller couple members will increase to the extent that the rollers 25 will be given sufficient force to move the member 24 against the neutralizing springs 46 and 41 relative to the now stationary end member I2. Such shifting action will cause the gears l1 and thus the shafts 23 to be rotated against the neutralizing action of the seating springs 46 and 41 as hereinbefore described to move the camming members 22 into operating relation with the members l5 (or l5-a) and thus increase the holding ability of the members l5 to the passage of the rollers 25.

The annular gear member 29 will now be rotated clockwise from rest and the relative overspeed drive relations of the members 6 and I reduced. As the drive resistance of the member 1 h is increased the clockwise rotation of the annular member 29 will be further increased and the overdrive relations of the members 6 and 1 still further reduced. Eventually the clockwise speed of the member 29 will equal the clockwise driving speed of the member 6. At this time the driven member 1 will be rotating at the speed of of the driving member 6 and the mechanism will be in a direct drive condition. As the drive resistance of the member continues to still further increase, the clockwise speed of the member will now exceed that of the driving member 5 and the member I will now rotate at a slower speed than the member 6. The speed-torque curves of the members 6 and I will cross at the common speed line.

When the normally driven member 1 becomes the driving member with the stationary means of Figure 7, the drive control action of the mechanism will not be the same as when the member 6 is the driven member. This is true, because the teeth l3 of the annular gear member 29 will now be rotated counter-clockwise when the now driven member 6 remains at rest, and the now driving member I rotates clockwise. It is obvious that overspeed drive relations between the members 6 and 1 cannot be attained for this arrangement when the member 1 is the driving member, because the member 29 cannot be rotated clockwise faster than the member 6 by the clockwise rotating member 7. Only common and reduced speed relations can be obtained for the modification shown by Figure 7 when the member I is the driving member.

While many differential gear combinations are obviously possible in obtaining equivalents mechanically of the members of Figure 1, I shall describe the torque conversion action for such combination when modified to include the modified members of Fig. 7 with the member I driv- With the member 7 driving at constant speed. the counter-clockwise speed of the member 29 will decrease as the speed of the now driven member 6 increases. A reduced speed drive relation is effected between the members 6 and I. When the counter-clockwise speed of the member 29 approaches zero, the speed reduction will decrease. There will still be a reduced speed relation as the member .29 comes to rest as the rollers 25 are held by the members [5.

It is contemplated that many modifications will be made to the means shown in the drawing in order to meet the peculiar requirements under which the mechanism will be installed and operated in the manner of and for the purpose intended. For example, the gears may be arranged for rotating the shafts 23 only clockwise. The cams 22 may not be symmetrical so that the converting action will not be the same for clockwise as for counter-clockwise rotation.

Such modifications will affect the operation of the means of Figures 1 and '7 when the member 1 is driving the member 6. With a light driving torque (less than the normal) the member 29 will be rotated clockwise because the camm-ing means may be so associated that the member 29 may be held at rest with relative movement between the couple members 25 and I5. As the torque decreased the member 29 will be rotated clockwise to the speed of the member I. At this time the couple members 25 and I5 will hold each other and all of the members will be rotating at a common speed about the axis of the member 1.

By means of Figures 8 and 9 there is shown means constituting a remotely controlled torque converting mechanism by means of which the modified members l2-b and 24--a are operatively shifted relative to each other from a re mote place. This shifting action is made without regard to the load resistance of the driven member. In the modification of Figures 8 and 9 the member 24a is keyed to the shaft 1 by means of member 45 and the axially extending portion 24b is formed with an axially extending shift finger slot 42 for receiving the shift finger 40 movable axially from a remote point by means of the shift collar portion 38 and the shift fork 39. The end member l2 of Figure 1 is modified as member I 2-b in Figure 8 to be mounted for relative rotation to the member I la on the axially extending portion 24-!) and is formed with a spiral shift finger slot. 50 (see, Figure 9) to receive the shift finger 40 and to permit the said shift finger to extend into the slot 42 of the portion (24-4). Moving the shift finger Ml axially will cause the member l 2b to rotate relative to the member 24-a. This relative shifting movement will act to operate the gears I! (see Figure 5) due to the accompanying relative movement of the teeth t8 and I 9. The shafts 23 and the cams 22 (see Figure 3) will be actuated as hereinbefore described to vary the control action of the couple 5-25 (or 15-11-25) and thus the drive relations of the members 6 and 1 may be remotely controlled to derive power from the power members to control the drive relations of the said members.

The member 24--a may be held stationary by means of the pin 55 secured to the stationary member 53. When the pin 55 is removed and the key 45 inserted, the member 24-a will rotate with the member I. When the member i l-a is held stationary, the member |2-b will also be held stationary except when it is remotely actuated by the shift finger 46 so as to shift relative to the member 24--a. When the member 24-4) is keyed to the shaft 7, the shift finger Ml and collar 38 will rotate with the shaft, and the member l2b will be shifted relative to the member -24--a by an axial movement of the finger fill. While the member 24-a is shown by Figures 8 and 9 tobe held by the member 53 or keyed to the shaft 1, it is obvious that the membar lZ-b could have been shown so connected instead without departing from the spirit of the invention.

The earns 22 will be operated for any arrangement of the means shown by the drawing wherein the members t2 and M are shifted relative to each other, either manually, mechanically or according to the load resistance of one of the members 6 and I and the speed of the other.

It was found in operation of themeans shown in the drawing that the cams 22 would give away slightly under conditions of excessive torque: on the driven member as the rollers were forced past the members l5. The cams were rotated against the shifting action of the member i2 and 24, and the shifting motion was decreased. While this action did not materially interfere with the torque converting action, and constituted an automatic release action to prevent stalling of the driving member, it did cause vibration. Accordingly there is shown by Figure 10 means for absorbing this vibration for greater than normal torque drive relations, and thus to straighten out the force curves.

The shafts 23 of Figure 10 are provided with a member 22-b for rotation therewith. Resilient members 53 are secured to the member 22-42; When the member 22b is rotated the resilient members will be rotated therewith relative to the members It until the operating reaction is attained. Any subsequent changes in the force reactions between the membersZL-b, 43 and I5 will be more or less absorbed by the member 43 and the vibrations will be decreased.

The addition of members I5 and 25 also tends to decrease the vibration. In the device operated, 6 rollers as members 25 were employed and compared to the results of a previously operated device with three rollers. The operation with 6 rollers was considerably smoother than with 3 rollers.

In conclusion, it will be understood. that the present invention provides means for automatically and mechanically eifecting and affecting positive and variable speed driving relations between driving and driven members as a function of the difference in speed of the said members. That means are provided whereby a small control force may be employed to cause a relatively greater force to be derived from the momentum of the power members to effect a torque converted drive relation between the members.

While I have shown and described and have pointed out in the annexed claims certain new and novel features of my invention, it will be understood. that certain well known equivalents of the elements illustrated may be used, and that Various other substitutions, omissions and changes in the form and details of the devices illustrated and in their operation may be made by those skilled in the art without departing from the spirit of the invention.

Having thus described my invention, I claim:

a 1. In a speed-torque transforming drive control organization, the combination of a pair of rotors in drive relation, rotatable non-friction slip-drive means including rotatable and revolvable elements diiierentially drive connected to the rotors for deriving control power from same for normally causing one of the rotors to positively drive the other, and remotely controlled rotatable and revolvable camming means operatively associated with the slip-drive means to resist the slip-drive action of same according to the speed of one of the rotors and the drive resistance of the other for causing the slip-drive means thereby to derive additional control power from the rotors for intensifying the action of the said slip-drive means.

2. In a drive control device for vehicles equipped with brake and fuel control mechanisms, comprising a driving member and a driven member in drive relation, mechanism holding means differentially drive connected to the rotors for normally causing over-speed drive relations between the said members, said means including a nonfriction mechanical slip-drive couple and remotely controlled operatively associated camming elements, a remotely shiftable member also operatively associated with said couple, said camming elements when remotely actuated by the said shiftable member with greater than normal intensity acting to cause the holding mechanism to control the said couple action to effect speed drive relations between the members.

3. A non-friction slip-drive clutch, including a non-friction mechanical clutching couple provided with approximately stationary resilient drive resisting elements and non-friction rotatable rigid relatively movable elements operatively associated for normally causing the couple to act as a positive drive clutch, and shiftable camming elements operatively associated with the said resilient elements energized by power derived from the rigid elements during greater than normal drive relations between the couple for varying the drive resisting action of the said. resilient elements thereby intensifying a resulting slip-drive action of the said couple.

4. In a. drive control mechanism, the combination including a driving rotor and a driven rotor and an intermediate cam controlled drive organization in drive relation, said organization including non-friction over-running mechanical elements normally co-acting to form a positive drive clutch couple during normal torque drive relations between the rotors and a slip-drive clutch during greater than normal torque drive relations, torque actuated rockable members drive connected to one of the rotors and shiftable camming means mesh drive connected to one of, the rotors through said rockable members and operatively associated with the said elements thereby to vary the said over-running relation of the elements and therewith the speed drive relation of the said rotors.

,5. In a drive control mechanism, the combination including a pair of rotors and an intermediate drive control organization in differential drive relation with the rotors, said organization including rotatable and revolvable over-running elements differentially drive connected to the rotors, and rockable rotor control elements cam connected to one of the rotors and operatively associated with the over-running elements so as to be relatively shiftable to one of the rotors, said shifting action varying according to the drive resistance of one of the rotors and the speed of the other thereby to vary the over-running relation of said elements.

6. A torque controlled slip-drive device for connecting a driving member and a driven member, comprising a main power transmitting path including axially positioned difierential drive sets connected to each other, one of the said sets connected to one of the members and all the sets drive connected to the other member, a rotatable non-friction slip-drive couple including a solid resistant member connected to the driven member and a rotatable and revolvable element drive connected to one of the sets, and camming elements drive connected to one of the members and arranged to actuate the couple to increase its slip-drive action according to the difierence in speed of the members.

'7. In a rotor control, the combination of a driving rotor and a driven rotor in differential driving relation, a torque control for causing the rotors to approach the same speed, said control including approximately frictionless pressure creating and pressure resistant means for inaugurating the action of the said control, and camming means drive connected to one of the rotors and associated with the said control for intensifying the action of the said pressure means and axially shiftable remotely actuated means for varying the action of the camming means to thereby vary the said intensifying action.

8. In a rotor control organization, the combination of a pair of drive related rotors, a control for said rotors comprising a combined resilient and non-frictional pressure creating means energized by power derived from one of the members for causing the rotors to approach a desired speed relation, and remotely controlled connecting force resolving means drive connected to one of the rotors and operatively associated with the said means for varying the pressure creating action of the said control.

9. In a drive control device, the combination of means for automatically controlling the speedtorque drive relations of a pair of rotor members, said control means including a normally non-friction slip-drive clutch including a shiftable camming mechanism provided with drive connected force resolving elements adapted to be connected to one of the members so as to be controlled and actuated by power derived from the other member, and non-friction pressure resisting means drive connected to both members for shifting the camming mechanism according to the difference in speed of the said members.

10. In a rotor control, the combination of driving and driven members in differential drive relation, a normally positive drive control for causing the members to approach a desired speed relation, said control responsive to a relatively light power force derived from the rotation of the members for causing the said responsive control to begin to function as a slip-drive clutch, remotely controlled camming means actuated by further power force derived from the members for employing additionally derived power force to intensify the slip-drive action to cause the members to tend to return to the positive control drive relation, and remotely controlled means for varying the said actuation of the said camming means.

11. A drive control for causing driving and driven power rotors in differential drive relation to approach a desired torque driving relation, said control including approximately frictionless actuating means adapted to be cam connected to one of the said power rotors and supplied by one of the other rotors with the power necessary to efiect actuation of the said control, and remotely actuated pressure transmitting means associated with one of the rotors for governing the operative relation of the said cammed actuatin means with the said connected rotor. Y

12. In a control device, the combination of driving and driven power members forming a difierential drive means, and a normally positive control couple for causing the members to approach a desired speed relation, said control including a cammed member having a slight shiftable freedom of rotary movement relative to the members and movable into a normal positive clutch relation with one of the members, said couple also including non-frictional pressure transmitting means co-acting when the said shiftable member is moved into its clutching position to act to cause the said couple to become a slip-drive couple, said cammed members deriving power from one of the members for increasing the intensity of the said slip-drive action.

13. In a drive control mechanism, the combination including a driving rotor and a driven rotor and an intermediate drive control organization in drive relation, said organization including non-friction clutching elements normally co-acting to form a positive clutch, and remotely controlled resilient camming means drive connected to one of the rotors and operatively associated with the said clutching elements, said camming means actuated according to the drive resistance of one of the rotors and the said remote control.

HOWARD J. MURRAY. 

